Presentation to Georgetown Global Education Institute executive program on Strategic Public Management for delegation from the Guangdong Provincial Government
1. Revitalizing Suburban
Corridors: Rosslyn/Ballston
vs. Tysons
Robert T. Dunphy
Transportation Consultant
Georgetown University Real Estate Program,
Adjunct Professor
Georgetown Global Education IInnssttiittuuttee ((GGGGEEII))
September 16. 2014
7. Development Does Not
Happen Just Because of the
Transit
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8. TOD:
Transportation Perspective
Urban Development - Good
Supports transit
Housing, walking
Suburban Development (Conventional)- Bad
Excessive driving
Transit difficult
Hard to walk
45. Guangzhou BRT vs. Major US Transit
Markets?
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transit-supported communities that optimize the use of land around transit stations. For Austin a lot of it will be about creating great communities regardless of transit. Better designed communities and neighborhoods where you can access some of your daily needs without having to drive. Ideally the future will bring us a more frequent and extensive transit service so that there is more potential to reduce auto trips and car ownership.
The development patterns of the last half century have not been kind to transit.
In fact, they almost destroyed it. We have gone from lofts, shops, and office towers, to subdivisions, malls, and office parks. The post WWII American dream had no transit element. Edge cities and communities were built without consideration of transit, and sometimes tried to retrofit transit, an expensive and often ineffective approach.
Mixed-use, mixed-income TOD next to BART station
Seniors. market-rate housing, office, retail, public library, health clinic
Extensive façade and street improvements
structured parking
local nonprofit community development corporation
The best success story in clustering development around transit in America is probably the Rosslyn-Ballston corridor in Arlington, Virginia – with the exception of any new building in Manhattan, of course. It began during the planning phase of the Washington Metro, actually changing the location of the proposed lines, and developed into a community consensus on growth. One of the tests of the staying power of the vision is that it be embraced into the campaigns of elected officials, which it has been in Arlington.
July 12, 2010 By MARK HARRINGTON [email_address]
With Hempstead Town's scaled-back plan for the Nassau hub dismissed by Charles Wang's Lighthouse group as "unviable," the focus shifts to a joint Wang-Shinnecock Indian casino project.
A plan involving the Shinnecocks would not need Hempstead Town zoning approvals.
Several people with knowledge of the discussions said Monday that talks among Wang's group, the Shinnecock Nation...
July 12, 2010 Kate Murray unveiled her Mitchel Field Mixed-use District Alternative, known by its acronym, MFM.
Instead of the Lighthouse’s “10-13.5 million square feet” for development, MFM’s total was “5.4 million square feet.” Instead of towering hotels, buildings would be limited to nine stories. Murray and Town Councilwoman Dorothy Goosby, a Democrat, hailed MFM as “vibrant,” “reasonable,” even “progressive.”
The new plan would be “consistent with the suburban character” of the area. That drew a laugh from Long Island planner emeritus Lee Koppelman, a man who dealt with Robert Moses personally.
“It’s not a rural enclave by any means,” Koppelman says of the Nassau Hub. “It’s probably one of the most urban areas in the entire Nassau-Suffolk area.”
Murray’s MFM was D.O.A. Newsday dubbed it “lackluster” and “disappointing.” Wang and his new BFF Ed Mangano issued a joint statement calling it “economically unviable.”